Control of a seating arrangement

ABSTRACT

A method of controlling tilting movement of a headrest of a seating arrangement of a vehicle, the method comprising: receiving a request for tilting movement of the headrest; determining if the headrest is attached to the seat by checking for the presence of at least one electrical component that is located within the headrest; and operating a tilt motor to commence tilting movement of the headrest in response to the request only if the or each component is found to be present.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to Indian Patent Application No.201711035840, filed on 9 Oct. 2017 and United Kingdom Patent ApplicationNo. GB1721148.3, filed on 18 Dec. 2017.

TECHNICAL FIELD

The present disclosure relates to control of a seating arrangement. Inparticular, but not exclusively, the present invention relates to thecontrol of a head restraint of a seating arrangement of a vehicle.Aspects of the invention relate to a method, to a controller, to acomputer program product, to a non-transitory computer-readable mediumand to a vehicle.

BACKGROUND

The large amount of space available in a standard sport utility vehicle(SUV) allows a user to reconfigure the seating of the SUV to carrypassengers or a larger load. However, the ability to reconfigure theseating in luxury SUVs, and luxury vehicles generally, is oftencompromised as the seats tend to be more bulky than those used instandard passenger cars as they are optimised for comfort overversatility. In particular, the relatively large size of the backrests,or ‘squabs’, and seat cushions of the seats of luxury vehicles restrictsthe possible extent to which they may be folded.

The materials and components used in luxury vehicle seating also do notreadily allow reconfiguration of the seating.

Additionally, rear seat assemblies in luxury passenger cars oftencomprise an armrest assembly located between the rear seats of thepassenger vehicle. The armrest is moveable between a rearward, generallyvertical stowed configuration and a forward, generally horizontaldeployed configuration. The presence of the armrest adds to thecomplexity of the rear seating assembly in luxury vehicles, and inhibitsthe seating assembly from being easily reconfigurable to increase theloadspace available to a user.

In consequence, it is typically impractical to fold the rear seats in aluxury vehicle to increase the loadspace available, and so the loadcarrying capability of a luxury vehicle is more restricted than for anequivalent standard vehicle.

Aside from increasing loadspace, more functionality may be required fromthe seats themselves in a luxury vehicle. For example, it may bedesirable for a rear seat to have the ability to recline to increasecomfort. Moreover, such movement may be automated by a system of motorscontrolled through a user interface. Such features are particularlyrelevant for luxury vehicles targeted at customers who will tend to bechauffeur driven.

It is against this background that the present invention has beendevised.

SUMMARY OF THE INVENTION

According to an aspect of the invention, there is provided a method ofcontrolling tilting movement of a headrest of a seating arrangement of avehicle. The method comprises: receiving a request for tilting movementof the headrest; determining if the headrest is attached to the seat bychecking for the presence of at least one electrical component that islocated within the headrest; operating a tilt motor to commence tiltingmovement of the headrest in response to the request only if the or eachcomponent is found to be present.

Checking for the presence of the at least one electrical componentoptionally comprises applying a voltage to a contact of an electricalterminal for the, or each, component and measuring an electrical currentflow at the, or each, contact. The, or each, voltage may correspond toan operating voltage for the, or each, component. The, or each,component may be determined to be present if the electrical currentmeasured at the, or each, contact exceeds a threshold.

The at least one electrical component may comprise a headrest motor, inwhich case checking for the presence of the headrest motor may comprisemeasuring an electrical current consumed at a contact of an electricalterminal for the headrest motor while attempting to operate the headrestmotor. The headrest motor may be operable to move the headrest relativeto a support element of the headrest.

The method may comprise checking for the presence of at least twoelectrical components that are located within the headrest. In suchembodiments, the method may comprise commencing tilting movement of theheadrest in response to the request only if both of the at least twoelectrical components are found to be present. The at least twoelectrical components optionally comprises a pair of headrest motors, inwhich case each headrest motor may be operable to move the headrest on arespective axis relative to a support element of the headrest. One ofthe motors of the pair may be operable to move the headrest on asubstantially horizontal axis, in which case the other motor of the pairis operable to move the headrest on a substantially vertical axis.

Checking for the presence of the at least one electrical componentoptionally comprises a plausibility check.

In some embodiments, the request for tilting movement comprises arequest to unfold the headrest from a folded configuration to anunfolded configuration.

The request to move the headrest may represent a user input, and mayoriginate from any one of: a switch device associated with the seatingarrangement; an input module of the vehicle; and an applicationexecuting on a mobile device. Alternatively, the request to move theheadrest may be generated by a vehicle controller.

Other aspects of the invention provide a controller configured tocontrol tilting movement of a headrest of a vehicle seating arrangementaccording to the method of the above aspect, a computer program productcomprising computer readable code for controlling a computing device toperform a method according to the above aspect to control tiltingmovement of a headrest of a vehicle seating arrangement, and anon-transitory computer readable medium comprising such a computerprogram product.

Another aspect of the invention provides a controller for controllingtilting movement of a headrest of a vehicle seating arrangement. Thecontroller comprises: an input configured to receive a request fortilting movement of the headrest; a processing module configured tocheck for the presence of at least one electrical component within theheadrest, and to generate a control signal for operating a tilt motor tocommence tilting movement of the headrest in response to the requestonly if the or each component is found to be present; and an outputconfigured to issue the control signal.

The input may comprise an electronic processor having an electricalinput for receiving said request, and an electronic memory deviceelectrically coupled to the electronic processor and having instructionsstored therein. The processing module may be configured to access thememory device and execute the instructions stored therein such that itis operable to generate the control signal.

The invention also extends to a vehicle comprising the controller of theabove aspects.

Within the scope of this application it is expressly intended that thevarious aspects, embodiments, examples and alternatives set out in thepreceding paragraphs, in the claims and/or in the following descriptionand drawings, and in particular the individual features thereof, may betaken independently or in any combination. That is, all embodimentsand/or features of any embodiment can be combined in any way and/orcombination, unless such features are incompatible. The applicantreserves the right to change any originally filed claim or file any newclaim accordingly, including the right to amend any originally filedclaim to depend from and/or incorporate any feature of any other claimalthough not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by wayof example only, with reference to the accompanying drawings, in which:

FIG. 1 is a top view of a vehicle comprising a rear seating arrangementsuitable for use in embodiments of the invention;

FIG. 2 is a schematic perspective view of an example of the rear seatingarrangement of FIG. 1;

FIG. 3 corresponds to FIG. 2 but shows a front view of the rear seatingarrangement;

FIG. 4 corresponds to FIG. 2 but shows a rear view of the rear seatingarrangement;

FIG. 5 corresponds to FIG. 2, but shows the rear seating arrangement ina partially folded configuration;

FIG. 6 corresponds to FIG. 2, but shows the rear seating arrangement ina fully folded configuration;

FIGS. 7a to 7e show an example of a first seat of the rear seatingarrangement of FIG. 1 through a series of stages of a folding sequenceof the seat;

FIG. 8 is a side sectional view of an example of the rear seatingarrangement of FIG. 1 in which the armrest is in a stowed configuration;

FIG. 9 corresponds to FIG. 8 but shows the armrest in a deployedconfiguration;

FIG. 10 is a perspective view of the rear seating arrangement shown inFIG. 9;

FIG. 11 corresponds to FIG. 10 but shows a lid of the armrest in an openconfiguration;

FIG. 12 is a side view of an example of a seat of the rear seatingarrangement in a reclined configuration;

FIG. 13 is a side view of an example of a front seat of the vehicle inan intermediate stage of folding with a screen oriented according to anangle of the squab of the seat;

FIG. 14 shows an example of a first seat of the rear seating arrangementof FIG. 1 through a series of stages of deployment of a calf rest;

FIG. 15 corresponds to FIG. 14 but shows a retraction sequence for thecalf rest;

FIG. 16 is a perspective view of an example of a headrest of the rearseating arrangement of FIG. 1;

FIG. 17 is a perspective, cut-away view of an interface between theheadrest of FIG. 16 and a squab of the rear seating arrangement of FIG.1, showing internal features of the squab;

FIG. 18 is a cross-sectional view of the headrest of FIG. 16;

FIG. 19 is a schematic perspective view of an example of the rearseating arrangement of FIG. 1 showing a motor system used to powermovement of components of the seating arrangement;

FIG. 20 is a schematic illustration of an example of a control systemused to operate the rear seating arrangement of FIG. 1;

FIG. 21 is a flow diagram showing a process according to an embodimentof the invention for folding the seats of the rear seating arrangementof FIG. 1;

FIG. 22 is a Gantt chart showing steps of the process of FIG. 21;

FIG. 23 is a flow diagram showing a process according to an embodimentof the invention for reclining a seat of the rear seating arrangement ofFIG. 1;

FIG. 24 is a Gantt chart showing steps of the process of FIG. 23;

FIG. 25 is a flow diagram showing a process according to an embodimentof the invention for deploying an armrest of the rear seatingarrangement of FIG. 1;

FIG. 26 is a flow diagram showing a process according to an embodimentof the invention for stowing an armrest of the rear seating arrangementof FIG. 1;

FIG. 27 is a flow diagram showing a process according to an embodimentof the invention for deploying a ski-hatch of the rear seatingarrangement of FIG. 1;

FIG. 28 is a flow diagram showing a process according to an embodimentof the invention for deploying a calf rest of the rear seatingarrangement of FIG. 1;

FIG. 29 is a flow diagram showing a process according to an embodimentof the invention for extending a calf rest of the rear seatingarrangement of FIG. 1;

FIG. 30 is a flow diagram showing a process according to an embodimentof the invention for detecting the presence of a headrest; and

FIG. 31 is a flow diagram showing a process according to an embodimentof the invention for adjusting the position of a screen mounted to therear of a front passenger seat.

DETAILED DESCRIPTION

Embodiments of the invention relate to methods and corresponding controlsystems for guiding operation of elements of a motorised seatingarrangement for a vehicle. Due to the complexity of the seatingarrangement, which comprises various movable elements, each movementmust be managed carefully to avoid collisions with other vehiclecomponents and to ensure the comfort and safety of any occupants of thevehicle.

Before moving on to consider these embodiments in detail, to put theinvention into context a seating arrangement to which such embodimentsare applicable is described with reference to FIGS. 1 to 20.

FIG. 1 shows in plan view, and in simplified form, a luxury vehicle 6comprising a rear seating arrangement or seating assembly 1 and acontrol system 3 for controlling movement of components of the rearseating arrangement 1 according to embodiments of the invention. Therear seating arrangement 1 is disposed in a passenger compartment 2 ofthe vehicle 6, and a loadspace 4 is defined behind the seatingarrangement 1. FIG. 2 shows an example of the rear portion of thepassenger compartment 2 and the loadspace 4 of the vehicle 6 inperspective view.

In the description that follows, the terms “forwards”, “backwards”,“fore”, “aft”, “forwardmost” and “rearmost” are used to describepositions or locations of features relative to the vehicle 6. Forexample, the terms “forwards” and “forwardmost” refer to locations orpositions towards or nearer the front of the vehicle 6, and “backwards”and “rearmost” refer to locations or positions towards or nearer therear of the vehicle 6.

The rear portion of the passenger compartment 2 comprises the seatingarrangement 1, which is shown in a default configuration in FIG. 2. Asseen most clearly in FIG. 2, when the seating arrangement 1 is in thedefault (unfolded) configuration, the passenger compartment 2 in theillustrated example is separated from the loadspace 4 by a bulkhead 8 ofthe seating arrangement 1 that extends transversely between opposedsides of the vehicle 6. The loadspace 4 is commonly referred to as the“trunk” or “boot” or “cargo space” of a vehicle. Luggage and other itemsare typically loaded into the loadspace 4 by opening a hinged hatch ordoor (not shown) at the rear of the vehicle 6 to provide access to theloadspace 4. The bulkhead 8 has a first surface 10 and a second surface12, with the first surface 10 of the bulkhead 8 facing the passengercompartment 2 and the second surface 12 facing the loadspace 4 when theseating arrangement 1 is in the default configuration illustrated inFIG. 2.

The seating arrangement 1 is shown from the front in FIG. 3, and frombehind in FIG. 4. FIGS. 1 to 4 will now be described together.

The seating arrangement 1 comprises a first seat 16, a second seat 18and a separating portion defining a central seat 20, the central seat 20being located between the first seat 16 and the second seat 18. Thebulkhead 8 is located rearward of the first, second and central seats16, 18, 20.

Each of the first and second seats 16, 18 comprises a seat cushion 22, asquab 24, a headrest 26 and a calf rest 27. The squabs 24 are locatedadjacent to the first surface 10 of the bulkhead 8 when the seatingarrangement 1 is in the default configuration.

The central seat 20 comprises a central cushion 28 and a backrest thatis pivotable to function as an armrest 30. The armrest 30 is shown in adeployed configuration in FIG. 2, in which the armrest 30 is orientedgenerally horizontally. The armrest 30 is movable to a stowedconfiguration, described in more detail below, in which the armrest 30is oriented generally vertically to form the separating backrest for thecentral seat 20.

Although not visible in FIGS. 1 to 4, the first, second and centralseats 16, 18, 20 typically also comprise seat belt assemblies. Forexample, the first and second seats 16, 18 typically compriseconventional three-point seat belt systems, whereas the central seat 20may be provided with a two-point lap belt system. Each of these seatbelt systems may comprise sensors that are configured to generatesignals that are indicative of whether or not the respective seat belthas been fastened, and thus whether or not the respective seat beltsystem is engaged.

Additionally, each of the first, second and central seats 16, 18, 20 maybe fitted with one or more sensors that are arranged to detect thepresence of an object such as a passenger in the respective seat. Suchsensors will be familiar to the skilled reader, and may be embeddedwithin the seat cushions 22, 28, for example. The sensors may form apart of an occupant detection system and may be arranged to generatesignals indicative of a load applied to the seat cushion 22, 28. Theoccupancy detection system may determine that the seat 16, 18 isoccupied if the indicated load exceeds a threshold, for example.

The seating arrangement 1 is referred to in the art as a 40-20-40 split:the first seat 16 comprises approximately 40% of the seating space ofthe seating arrangement 1, the central seat 20 comprises approximately20% of the seating space of the seating arrangement 1 and the secondseat 18 comprises approximately 40% of the seating space of the seatingarrangement 1.

As best seen in FIG. 4, the bulkhead 8 in the illustrated examplecomprises a hinged opening defining a ski-hatch 29, which can be openedwhen the armrest 30 is deployed to allow elongate objects, such as skis31, to extend from the loadspace 4 into the passenger compartment 2.FIG. 2 shows the seating arrangement 1 with the ski-hatch 29 in an openconfiguration and the skis 31 extending therethrough into the passengercompartment 2. FIGS. 3 and 4 show the seating arrangement 1 with theski-hatch 29 in a closed configuration.

In some embodiments, the default configuration of the seatingarrangement 1 shown in FIGS. 1 to 4, in which the squabs 24 aregenerally upright but not reclined, the cushions are in a generallyrearward position and the calf rests 27 are stowed, defines an egressconfiguration for each seat 16, 18 of the seating arrangement 1.

Such an egress configuration is arranged to facilitate egress from orentry to the respective seat 16, 18 by positioning the seat 16, 18 in anaccessible arrangement, and may be optimised for each vehicle model.Moreover, the egress configuration may be user customisable through avehicle infotainment system, for example. Thus, the egress configurationmay not exactly correspond to the default configuration shown in FIGS. 1to 4.

The control system 3 may be arranged to control movement of thecomponents of the rear seating arrangement 1 to move the first seat 16or the second seat 18 into its egress configuration when a vehicle dooradjacent to the relevant seat 16, 18 is operated.

For example, the second seat 18 may be in a reclined configuration whenthe door directly adjacent to the second seat 18 is operated. An exampleof a reclined configuration is shown in FIG. 12, and entails that thesquab 24 is tilted rearward, the cushion 22 is shifted forward and thecalf rest 27 is deployed. In this situation, on sensing operation of thedoor the control system 3 acts to reconfigure the second seat 18automatically to tilt the squab 24 forwards, shift the cushion 22 aftand stow the calf rest 27, thereby assuming the egress configuration.

The precise manner in which the components of the seating arrangement 1are moved by the control system 3 shall become clear in the descriptionthat follows.

Operating a door may act as a trigger for commencing movement of a seat16, 18 to an egress configuration, and may comprise actuation of aninternal or external door handle, as indicated by a door handle sensor,or opening of a door as indicated by a door sensor.

In some embodiments, only the seat adjacent to the door or door handlethat is operated is moved to the egress configuration, but optionallyboth the first and second seats 16, 18 may be moved to their egressconfigurations when a door next to either one of them is operated.

If automated movement to the egress configuration is desired only forvehicle egress, optionally the control system 3 may check for occupancyof the relevant seat 16, 18 when a door is operated. Such informationmay be gathered from an occupancy detection system for the relevant seat16, 18, for example. Such systems may include a sensor embedded withinthe relevant seat cushion 22 that is arranged to generate a signalindicative of a load applied to the seat cushion 22. If the load exceedsa threshold, the occupancy detection system determines that the seat 16,18 is occupied.

Similarly, in such embodiments movement to the egress configuration maybe disabled if the relevant seat 16, 18 is folded, since a folded seatcan be assumed to be unoccupied.

It will be appreciated that if the control system 3 is arranged to movethe seats 16, 18 to an egress position on occasions where a person isentering the vehicle 6, there is no need to check for occupancy of theseat 16, 18, or whether the seat 16, 18 is folded.

The seating arrangement 1 is shown in FIG. 5 in a partially-foldedconfiguration. The bulkhead 8 is asymmetrically divided into a majorbulkhead portion 17 a and a minor bulkhead portion 19 a. Accordingly,the seating arrangement 1 is divided into corresponding portions: amajor portion 17 and a minor portion 19. The major portion 17 comprisesthe second seat 18, the central seat 20 and armrest 30, and the majorbulkhead portion 17 a. The minor portion 19 comprises the first seat 16and the minor bulkhead portion 19 a. In the example shown, the seatingarrangement 1 has a 40-20-40 split meaning the major bulkhead portion 17a and the minor bulkhead portion 19 a is typically a 60-40 split.

The first, second and central seats 16, 18, 20 are arranged so that thesquabs 24 and armrest 30 may each fold forward about an axis 33extending transversely across the vehicle 6 parallel to the plane of thebulkhead 8. The bulkhead 8 is also arranged to fold forward incooperation with the seats 16, 18, 20.

However, it is noted that the bulkhead 8 is separate to the squabs 24 ofthe first and second seats 16, 18, and so can move independently. Theprecise modes of operation will be described in more detail later, butat this stage it is noted that the provision of a bulkhead 8 that canfold independently of the seats 16, 18, 20 increases the versatility ofthe seating arrangement 1. For example, this configuration allows thebulkhead 8 to be used as a foundation for movement of the seat squabs24, which is helpful in view of their relatively large size and weightresulting from the increased level of comfort that they are designed toprovide. This arrangement also allows the bulkhead 8 to continue toseparate the loadspace 4 from the passenger compartment 2 while thepositions of the squabs 24 are adjusted.

In the partially-folded configuration shown in FIG. 5 the first seat 16is in a folded configuration so that its squab 24 rests on itscorresponding seat cushion 22. The central seat 20 and the second seat18, i.e. the major portion 17 a, is in an unfolded, defaultconfiguration. In this configuration the corresponding minor portion 19a of the bulkhead 8 is folded forward to lie on top of the squab 24, sothat the first surface 10 of the minor portion 19 a of the bulkhead 8generally faces the floor of the passenger compartment 2 and the secondsurface 12 of the minor portion of the bulkhead 8 generally faces theroof of the passenger compartment 2. The partially-folded configurationallows a long load 32 to be carried by the vehicle 6 while allowing thesecond seat 18 and the central seat 20 to carry passengers.

The seating arrangement 1 is shown in FIG. 6 in a fully-foldedconfiguration, in which both of the squabs 24 and the armrest 30 arefolded forward about the folding axis 33 so that each squab 24 and thearmrest 30 engages its respective cushion 22, 28. In the fully-foldedconfiguration, both the minor and major portions of the bulkhead 8 arefolded forward to lie on top of the squabs 24 and armrest 30 so that thefirst surface 10 of the bulkhead 8 generally faces the floor of thepassenger compartment 2 and the second surface 12 generally faces theroof of the passenger compartment 2. The fully-folded configurationallows a larger load (not shown) to be carried by the vehicle 6.

FIGS. 7a to 7e are side views of the first seat 16 of the seatingarrangement 1, showing a bulkhead assembly 34 incorporating the bulkhead8. Each of FIGS. 7a to 7e show the bulkhead assembly 34 and the seat 16in sequential stages of movement as the seat 16 and bulkhead assembly 34fold under the control of the control system 3.

The bulkhead assembly 34 comprises an upper support structure 38 and alower support structure 40, the lower support structure 40 beingconnected to the upper support structure 38 by a pivotable joint 55.

The upper support structure 38 comprises the bulkhead 8 and a bulkheadbracket 46, to which the bulkhead 8 is mounted.

The seat cushion 22 is mounted on the lower support structure 40.Specifically, the cushion 22 comprises opposed laterally projecting rearpins 60 towards the rear of the cushion 22 that are received for linearsliding movement in slots 62 of the lower support structure 40, and iscoupled to a pair of pivotable support arms 64 of the lower supportstructure 40 towards the front of the cushion 22, with one support arm64 attached to each side of the cushion 22.

Each support arm 64 couples to the seat cushion 22 by a laterallyprojecting front pin 66 that is received in a cushion slot 68 formed ina base 70 of the seat cushion 22.

This arrangement provides two modes of fore-and-aft movement for theseat cushion 22: a first mode, in which the support arms 64 pivot whilethe front pins 66 remain in fixed positions in their respective cushionslots 68, to move the seat cushion 22 in a forward arc movement thatraises the seat cushion 22 to some extent; and a second mode, in whichthe rear and front pins 60, 66 slide in their respective slots 62, 68while the support arms 64 are held stationary, resulting in purelylinear movement of the cushion 22. Providing two modes of movementprovides greater flexibility in configuring the seat cushion 22 forcomfort. The folding sequence shown in FIGS. 7a to 7e uses the firstmode of movement, but it should be appreciated that the second mode ofmovement may equally be useful for a folding procedure.

The squab 24 is pivotally mounted on a pivoting member 92 that isaligned with the axis 33 about which the squabs 24 pivot. In turn, thepivoting member 92 is supported by a squab bracket 93 that is pivotablymounted on the pivotable joint 55. The pivoting member 92 allows theangle of the squab 24 relative to the seat cushion 22 to be altered by apassenger for comfort. The squab bracket 93 can pivot relative to thepivotable joint 55 to move the squab 24 relative to the bulkheadassembly 34, thereby creating further flexibility in repositioning thesquab 24 for comfort. Equally, coupling the squab 24 to the pivotablejoint 55 through the squab bracket 93 allows the squab 24 to foldtogether with the bulkhead 8 around the pivotable joint.

FIG. 7a shows the squab 24 in a forward position, in which a void 94 isdefined between the squab 24 and the bulkhead 8. The pivoting member 92is not displaced from its rearward position in FIGS. 7a to 7 e.

By allowing the squab 24 to pivot and move forwards and rearwardsindependently of the bulkhead 8, the arrangement shown in FIG. 7a allowsa passenger to configure the first seat 16 for comfort without affectingthe loadspace 4, which remains enclosed by the bulkhead 8.

Reconfiguration of the seating arrangement 1 between the unfolded,default configuration and the folded configuration may be activatedusing the control system 3. In this respect, the control system 3comprises one or more switches that control a set of electric motors(shown in FIG. 19) that in turn effect movement of respective componentsof the rear seating arrangement 1. Pressing a switch generates anelectronic request signal that activates the control system 3 to performa relevant movement through appropriate operation of the electricmotors.

In this example, on activation of the control system 3 by an appropriateswitch that controls folding of the seating arrangement 1, the controlsystem 3 takes appropriate action. Specifically, the pivoting member 92,if displaced, returns to a rearward position, and the squab 24automatically reclines to a rearward position in which the void 94 iseliminated and the squab 24 abuts the bulkhead 8, as shown in FIG. 7b .This abutting position is an initial position that the squab 24 may taketo ensure that the bulkhead assembly 34 is in the correct position to bereconfigured from the unfolded configuration to the foldedconfiguration. This provides the control system 3 with an initialreference from which to control folding movement of the seat 16 andbulkhead assembly 34, and thus assures completion of folding in thecorrect position.

Similarly, the seat cushion 22 may also return to an initial, rearwardposition corresponding to the position shown in FIG. 7b if the seatcushion 22 is positioned forwards of its initial position when foldingis activated.

Using the pin-and-slot arrangement, the seat cushion 22 may be movedforward relative to the lower support structure 40 by rotating thesupport arms 64 in a forward direction, as shown in FIG. 7c . As notedabove, this corresponds to the first mode of movement for the seatcushion 22.

The forward position of the seat cushion 22 provides furtherspace—indicated by the shaded area 96 in FIG. 7c —for the squab 24 topivot into. Without the forward sliding of the cushion 22, the cushion22 would present an obstruction to pivoting movement of the squab 24.Accordingly, the shaded area 96 represents a first clash zone 96, inthat if the cushion 22 is within the first clash zone 96, attempting tofold the squab 24 will cause a clash between the squab 24 and thecushion 22.

FIG. 7d illustrates the seat 16 and bulkhead assembly 34 at anintermediate stage between the unfolded configuration and the foldedconfiguration as they pivot together around the pivotable joint 55, andFIG. 7e illustrates the components of the major portion of the bulkheadassembly 34 in the folded configuration once the folding operationcompletes. In the folded configuration, a portion of the squab 24 fillsthe shaded area 96 shown in FIG. 7 c.

As FIGS. 8 to 10 illustrate, in some arrangements the central cushion 28is moved as the armrest 30 repositions from the stowed configuration tothe deployed configuration.

FIG. 8 shows a side view of an example of the central seat 20 of theseating arrangement 1 with the armrest 30 in the stowed configuration.The armrest 30 is mounted on a pivot 116 that enables the armrest 30 topivot between the stowed configuration and the deployed configuration.In the stowed configuration, the armrest 30 and the central cushion 28generally are aligned respectively with the squabs 24 and seat cushions22 (shown in FIGS. 9 and 10) either side of the armrest 30 and centralcushion 28, so that the central seat 20 may be used as a passenger seat.

FIGS. 9 and 10 show an example of the seating arrangement 1 with thearmrest 30 in the deployed configuration. FIG. 9 is a side view of thecentral seat 20, whereas FIG. 10 is a perspective view that also showsthe squabs 24 and seat cushions 22 of the first and second seats 16, 18adjacent to the central seat 20.

The seating arrangement 1 in the illustrated embodiment is arranged toalter the position of the central cushion 28 as the armrest 30 switchesbetween the stowed configuration and the deployed configuration. Thecentral cushion 28 rotates about a central cushion pivot 135.Alternatively, the central cushion 28 may be mounted on a moveablemounting that is arranged to reposition the central cushion 28 as thearmrest 30 switches between the stowed configuration and the deployedconfiguration.

The armrest 30 rotates forwards about the pivot 116 as it moves from thestowed configuration to the deployed configuration. At the same time, orpreviously, the central cushion 28 drops into a dipped position so thata recess is formed between the seat cushions 22, to receive the armrest30, allowing the armrest 30 to overlap the seat cushions 22, which isillustrated by the hatched area 136, to achieve a comfortable armrestposition, and which enables the visual appearance of an armrest that isfully integrated with the adjacent seats.

Such an integrated appearance of the present embodiment of the inventionis best seen in FIG. 10. As shown, a portion of the armrest 30 islocated between the seat cushions 22 of the first seat 16 and the secondseat 18, which gives the appearance of the armrest 30 being integralwith the seats 16, 18.

FIG. 11 shows an example of the armrest 30 in the deployed configurationand in an open configuration in which a lid 72 of the armrest 30 isopen. This provides access to an internal compartment 76 defined withinthe armrest beneath the lid 72, which in the illustrated examplecomprises cup holders 74 defined by cylindrical recesses formed in abase of the compartment 76. To reveal the compartment 76, the lid 72 ofthe armrest 30 is pivoted from a closed configuration, in which the lid72 is generally flush with an upper surface of the armrest 30, to agenerally upright orientation as shown in FIG. 11, which defines an openconfiguration for the lid 72.

In the embodiment illustrated in FIG. 11, the armrest 30 furthercomprises a retractable cover 75 that can slide horizontally into aclosed configuration across the cup holders 74 when they are not in use,and may be retracted into the body of the armrest 30 and into an openconfiguration when access to the cup holders 74 is required. Movement ofthe retractable cover 75 between its open and closed configurations maybe powered by a retractable cover motor that is disposed within thearmrest 30.

If an attempt is made to close the retractable cover 75 while a cup oranother object is situated in one of the cup holders 74, the retractablecover 75 will meet with resistance as it engages the cup, or otherobject. This resistance may be detected as a pinch condition (e.g.indicative of an object being trapped between the moving retractablecover 75 and another component), in response to which movement of theretractable cover 75 may be cancelled and/or reversed automatically.

FIG. 12 shows an example of the second seat 18 of the seatingarrangement 1 in a reclined configuration. In the reclinedconfiguration, the squab 24 is pivoted rearward into engagement with thebulkhead 8, while the cushion 22 has been move forward using the firstmode of movement so that it is positioned forward and slightly raisedrelative to its default configuration. This configuration of the squab24 and the cushion 22 corresponds to that of FIG. 7c . However, in thiscase the configuration is not adopted as a precursor to folding, butrepresents a configuration designed to provide maximum comfort.

As FIG. 12 shows, the calf rest 27 comprises a support structurecomprising pivotable arms 78 that are mounted and rotatable about apivot 81 relative to the lower support structure 40 of the bulkheadassembly 34 of the second seat 18. The calf rest arms 78 support a calfrest cushion 80 that is linearly displaceable along the arms 78, so thatthe calf rest cushion 80 can be moved towards or away from the pivot 81located beneath the cushion 22 of the second seat 18. Moving the calfrest cushion 80 away from the pivot 81, and thus away from the seatcushion 22, is hereafter referred to as extending the calf rest 27,whereas pivoting the calf rest arms 78 shall be referred to as tiltingor pivoting the calf rest 27.

When the second seat 18 is in such a reclined configuration, the calfrest 27 is pivoted and extended to a deployed configuration as shown inFIG. 12, in which the calf rest cushion 80 is positioned to provide legsupport for an occupant of the second seat 18. The process by which thecalf rest is deployed is described in more detail below with referenceto FIG. 14.

To accommodate deployment of the calf rest 27, as shown in FIG. 12 afront passenger seat 82 of the vehicle 6 may be moved to a foldedconfiguration if unoccupied. The folded configuration for the front seat82 generally corresponds to the folded configuration for a rear seat 16,18, as described above with reference to FIG. 7e . Specifically, a squab84 of the front seat 82 is pivoted forwards into engagement with acushion 86 of the front seat 82.

A headrest 88 of the front seat 82 is shown in a default configurationin FIG. 12, but optionally the headrest 88 may tilt forwards to avoidimpacting a dashboard of the vehicle 6.

Moving the front seat 82 into the folded configuration ensures that nopart of the front seat 82 falls within a second clash zone 98, which isillustrated in FIG. 12 by dashed lines. The second clash zone 98represents an area within which the calf rest 27 moves during itsdeployment, and in which a clash could therefore arise between the calfrest 27 and the front seat 82 if a component of the front seat 82 islocated inside the second clash zone 98 during such deployment of thecalf rest 27.

Although the front seat 82 shown in FIG. 12 is structurally similar tothe seats 16, 18 of the rear seating arrangement 1, it should beappreciated that the front seat 82 may be constructed differently. Inparticular, although the front seat 82 is shown in FIG. 12 as having abulkhead 100 and a squab 84, it is noted that the squab 84 and bulkhead100 are not separable as for the seats 16, 18 of the rear seatingarrangement 1. Thus, the bulkhead 90 merely acts as a protective backfor the squab 84 of the front seat 82.

FIG. 12 also illustrates how a display device, for example anentertainment device such as a screen 102, mounted to the rear of thesquab 84 of the front seat 82 tilts to compensate for folding of thefront seat 82. As is clear from FIG. 12, although the squab 84 of thefront seat 82 is pivoted forwards, the screen 102 is supported in anupright position. FIG. 13 shows the front seat 82 in a differentconfiguration, in which the squab 84 is at intermediate stage offolding, and again the screen 102 is oriented generally vertically.

Adjusting the angle of the screen 102 relative to the squab 84 tomaintain a substantially constant orientation relative to a floor of thevehicle 6 ensures that the screen 102 remains readily viewable by anoccupant of the second seat 18 when the configuration of the front seat82 is altered. Although the screen 102 is shown as generally vertical inboth FIG. 12 and FIG. 13, alternatively the position of the screen 102may be controlled so that it is oriented towards the headrest 26 of thesecond seat 18 at all times, thus optimising the viewing angle for anoccupant of the second seat 18. In a further alternative, theorientation at which the screen 102 is maintained may beuser-adjustable, for example through an interface such as aninfotainment system.

The screen 102 is supported by a screen bracket 104 that is pivotablerelative to the squab 84 of the front seat 82. The screen 102 may alsopivot relative to the bracket for greater flexibility in movement, forexample to enable linear movement of the screen 102 relative to thesquab 84 of the front seat 82. Pivoting movement of the screen bracket104 and/or the screen 102 relative to the screen bracket 104 is drivenby one or more screen motors integrated within the screen bracket 104and/or the squab 84 of the front seat 82.

A sensor 83 embedded within the front seat 82 provides a signalindicative of a position of the front seat squab 84. The position of thefront seat squab 84 may comprise its orientation as well as itslongitudinal position within the vehicle 6, noting that the position ofthe front seat 82 is adjustable fore-and-aft as is conventional.

The signal indicative of the position of the front seat 82 is passed tothe control system 3, and is used to determine the correct position forthe screen 102. The position of the screen 102 comprises its anglerelative to the squab 84 of the front seat 82, and optionally adisplacement of the screen 102 from the squab 84 of the front seat 82 inembodiments in which the screen bracket 104 is configured to move thescreen 102 towards and away from the squab 84. Once the desired positionis determined, the control system 3 operates the motors that controlmovement of the screen 102 and the screen bracket 104 to position thescreen 102 as required.

In this way, the control system 3 operates to adjust the position of thescreen 102 relative to the position of the front seat squab 84 accordingto a predefined relationship between the screen angle and the squabangle, to maintain an optimised viewing angle for an occupant of thesecond seat 18 as the front seat 82 is reconfigured.

FIGS. 14 and 15 schematically illustrate, respectively, examplesequential stages of deployment and retraction movement of a calf rest27 of the second seat 18.

In FIG. 14, a calf rest 27 is deployed from a stowed configuration, inwhich the calf rest 27 extends generally orthogonally to a floor of thepassenger compartment 2 downwardly from a front edge of a seat cushion22, to a deployed configuration and an extended configuration, in whichthe calf rest 27 provides support for the legs of a passenger occupyingthe second seat 18. In some embodiments deployment and extension of thecalf rest 27 may be separate, independent operations. Thus, the deployedconfiguration and the stowed configuration refer only to the orientationof the calf rest 27, and not to the extent to which it has beenextended.

In the deployed configuration, the calf rest 27 is inclined by, forexample, approximately 15° relative to a horizontal plane, whereas inthe stowed configuration the calf rest 27 extends, for example,generally vertically downwardly from the front edge of the seat 18.

When the calf rest 27 is extended, the calf rest cushion 80 is displacedaway from the seat 18 by linear movement along the calf rest arms 78that support the calf rest cushion 80, so that the calf rest cushion 80may be located below the calves of the passenger's legs for maximumcomfort.

It may not be possible to extend the calf rest 27 to its maximum extentwhile it is in the stowed configuration, as attempting to do so mightresult in the calf rest cushion 80 impacting the floor of the passengercompartment 2. Conversely, extending the calf rest 27 after it has beenraised to the deployed configuration, and while therefore potentiallysupporting the passenger's legs, may cause discomfort to the passenger.Accordingly, the calf rest 27 may be deployed and extended in stages.FIG. 14 shows one of many possible implementations.

In a first stage, shown uppermost in FIG. 14, the calf rest 27 is in thestowed configuration. When deployment of the calf rest 27 is requestedby the user, for example by pressing a button in a user interface panelof the adjacent vehicle door, the calf rest cushion 80 moves downwardlyon the calf rest arms 78 into a first, intermediately extended position,in which the calf rest 27 is extended without impacting the floor of thepassenger compartment 2. This step is shown as the second stage of FIG.14, and reduces any additional extension that may be performed once thecalf rest 27 has been raised, in turn minimising any discomfort to theuser. In some embodiments, this first position may be achieved byextending the calf rest 27 as far as possible without impacting thefloor of the passenger compartment to minimize any further subsequentextension.

It is also noted that, when the calf rest 27 is in the stowedconfiguration, the calf rest cushion 80 may be positioned beneath thecushion 22 of the second seat 18, and may engage the underside or frontedge of the cushion 22. Accordingly, the step of extending the calf rest27 downwardly before beginning to tilt the calf rest 27 moves the calfrest cushion 08 out of engagement with the seat cushion 88 and thereforeavoids a clash between the two during subsequent pivoting of the calfrest arms 78.

Next, the calf rest arms 78 pivot forwardly towards a second position inwhich they are inclined at, for example, approximately 45° with respectto the horizontal, as shown at the third stage of FIG. 14. At thispoint, the calf rest cushion 80 may not yet have come into contact withthe passenger's legs, and in some embodiments there may be sufficientroom remaining in front of the calf rest 27 for a passenger with legs ofat least average length to maintain their feet on the floor of thepassenger compartment 2 comfortably. In this second position it isenvisaged that the calf rest 27 does not yet support the passenger'slegs, and thus further extending the calf rest 27 at this point willcause minimal discomfort. Moreover, with the calf rest arms 78 orientedat this angle, the calf rest 27 may be further extended without risk ofimpact with the passenger compartment floor.

The calf rest 27 may then complete its extension at the fourth stage bymoving to a third position, before finally continuing the forwardpivoting movement of the arms 78 to bring the calf rest 27 to thedeployed configuration at the fifth stage.

As already noted, the sequence shown in FIG. 14 is provided as anexample only, and many variations are possible. It is also possible torotate the arms 78 simultaneously with extending the calf rest 27, sothat deployment and extension occur in a single continuous movement.

FIG. 15 shows the reverse operation, namely a retraction sequence inwhich the calf rest 27 moves from a deployed and extended configurationto a retracted state in the stowed configuration. In contrast withextending the calf rest 27 while supporting a passenger's legs,retracting the calf rest cushion 80 towards the first seat 16 whilesupporting legs is considered acceptable in terms of comfort. Therefore,in the example illustrated in FIG. 15, the retraction operation isslightly simpler than the deployment operation shown in FIG. 14, as itcomprises fewer stages.

Specifically, the first stage of the retraction operation shown in FIG.15 has the calf rest 27 in the deployed and extended configuration inwhich it finished at the end of the deployment operation of FIG. 14.Next, at the second stage the calf rest cushion 80 is retracted towardsthe second seat 18, stopping slightly short of reaching the top of thecalf rest arms 78 to avoid impacting the cushion 24 of the second seat18, which might interfere with rotation of the calf rest arms 78.

At the third stage, the calf rest arms 78 are pivoted downwardly toreturn to a vertical orientation, noting that the calf rest cushion 80has been sufficiently retracted in the second stage to avoid collisionwith the floor. The retraction operation then completes at the fourthstage by drawing the calf rest cushion 80 up on the calf rest arms 78 toreturn to its original position below the cushion 24 of the second seat18, corresponding to the stowed configuration.

In summary, the rear seating arrangement 1 may comprise a foldingbulkhead 8, reclining seats 16, 18, deployable calf rests 27, adeployable armrest 30 and a deployable ski-hatch 29. Positioning thecomponents of the seating arrangement 1 in any of the above describedconfigurations is automated using a system of motors and associatedmechanisms and is controlled by the control system 3.

FIGS. 16 to 18 show an example of a headrest 26 of the rear seatingarrangement 1 in more detail. As FIG. 16 shows, the headrest 26 issupported by a pair of headrest supports in the form of curved headrestrods 108. When the headrest 26 is in a generally upright configuration,the headrest rods 108 extend downwardly initially from the headrest 26,and then curve in a generally circular arc towards a generallyhorizontal inclination at their lowest extent. FIG. 17 shows the ends ofthe headrest rods 108 being received within sleeves 110 residing insidea squab 24 of a rear seat, the first seat 16 in this example.

Returning to FIG. 16, the headrest 26 may be tilted between thegenerally upright configuration and a downwardly facing foldedconfiguration, for example to enable the headrest 26 to be folded out ofthe way when the seat 16 is moved into a folded configuration. Movementof the headrest 26 between the upright and folded configurations may bedriven by a headrest tilt motor 112 embedded in the squab 24, which actsto push the headrest rods 108 outwardly from the squab 24, causing theheadrest 26 to tilt forwardly due to the curve of the headrest rods 108.Tilting of the headrest 26 may thus be controlled by the control system3 in response to requests from a user, as shall be described in moredetail later.

In addition to tilting movement, the headrest 26 may move bothvertically and horizontally on the headrest rods 108, offering furtherflexibility in repositioning of the headrest 26 for a user's comfort.Vertical and horizontal movement of the headrest 26 on the headrest rods108 is effected by a headrest vertical motor 118 and a headresthorizontal motor 120 respectively, which are embedded within theheadrest 26 as shown in FIG. 18. In turn, operation of the headrestmotors 118, 120 may be controlled by the control system 3 in response touser requests.

Electrical power is delivered to the headrest vertical motor 118 and theheadrest horizontal motor 120 through wiring routed inside one of theheadrest rods 108. In turn, the headrest rod 108 containing the wiringcomprises an electrical terminal that connects to a complementaryterminal within the sleeve 110 of the squab 24 within which the headrestrod 108 is received. Accordingly, when the headrest rod 108 engages itsrespective sleeve 110, the headrest vertical motor 118 and the headresthorizontal motor 120 are electrically connected to the squab 24, and inturn to the control system 3, and may therefore be driven according touser requests.

The detailed operation of the mechanisms for vertical, horizontal andtilting movement of the headrest 26 are already known and are not thesubject of this invention, and so shall not be described further here.

It is noted that the headrest 26 may be removed from the squab 24manually when the headrest 26 is tilted into its folded configuration.To remove the headrest 26, a user must lift the headrest 26 to withdrawthe headrest rods 108 from the squab 24 while pressing a release buttonon the squab 24.

It is undesirable to drive the headrest tilt motor 112 if the headrest26 is absent, because driving the motor 112 under such circumstances maymake subsequent reinsertion of the headrest rods 108 difficult andtherefore inhibit reinstallation of the headrest 26. Accordingly, whenthe control system 3 receives a request to drive the headrest tilt motor112 to tilt the headrest 26, it is desirable to ascertain first whetherthe headrest 26 is present.

Prior art arrangements comprise microswitches within the squab 24 todetect the presence of the headrest rods 108 and thereby preventinappropriate driving of the headrest tilt motor 112. However, thisapproach has been found to be unreliable.

Accordingly, embodiments of the invention take a different approach, inwhich the presence of the headrest 26 is determined using a plausibilitycheck in which the control system 3 attempts to drive the headresthorizontal motor 120 and/or the headrest vertical motor 118 locatedwithin the headrest 26, and measures a current flow at the electricalterminal for the, or each, motor 118, 120 to determine whether theheadrest 26 is present or absent. This process is described in moredetail below with reference to FIG. 30, but it is noted at this stagethat this approach beneficially allows the microswitches to be dispensedwith, whilst also providing a more reliable indication of whether theheadrest 26 is present.

The underlying structure and mechanisms of the seating arrangement thatenable the above described automated reconfiguration are not the subjectof this invention and so are not described in detail, to avoid obscuringthe invention. Examples of seating assemblies having these capabilitiesare described in detail in some of the Applicant's earlier applicationspublished as GB2539501, WO 2016/202732 and WO 2016/202733.

However, FIG. 19 schematically illustrates an example set of motorsincorporated into the seating arrangement 1, to provide an overview ofat least some of the means by which the seating arrangement 1 isreconfigured.

The set of motors comprises a pair of calf rest arm motors 130, arespective one for each calf rest. The calf rest arm motors 130 arecapable of providing rotational force for effecting rotation of the calfrest arms 78 between the deployed and stowed configurations. Each calfrest arm motor 130 is coupled to the arms 78 of its respective calf rest27 by suitable linkages (not shown).

A respective calf rest cushion motor 132 is positioned beneath thecushions 22 of the first and second seats 16, 18. Each calf rest cushionmotor 132 is coupled to its respective calf rest 27 through suitablelinkages to drive linear movement to extend the calf rest cushion 80away from the cushion 22 of the respective seat 16, 18.

Two further motors are installed beneath each of the cushions 22 of thefirst and second seats 16, 18. These comprise cushion slide motors 134,which are configured to drive fore-and-aft sliding movement of thecushions 22 in the second mode of movement, and cushion comfort motors138 that operate to rotate the support arms 64 to drive the cushion 22in the first mode of movement.

First and second central motors 140, 142 are disposed beneath thecentral cushion 28. The first central motor 140 is configured to drivethe central cushion in a ‘bunny hop’ motion to raise and reposition thecentral cushion 28 when the armrest 30 is stowed. The second centralmotor 142 provides the opposite function, to drive a dip-down movementof the central cushion 28 to move the central cushion 28 into its dippedposition when the armrest 30 is being deployed. In some alternativeembodiments, the functionality of the first and second central motors140, 142 could alternatively be provided by a single motor.

The set of motors further comprises a pair of squab motors 144, arespective one for each squab 24, the squab motors 144 being arranged toinduce forwards or backwards pivoting movement of the squabs 24 to movebetween the folded, reclined and default configurations.

Similarly, a pair of bulkhead motors 146 is included to exert respectiveforces on each of the bulkheads 8 to rotate them between the folded,reclined and default configurations. The bulkhead motors 146 areidentical to the squab motors 144 in this example although may differ inother implementations, for example if differing levels of torque arerequired to fold the squabs 24 and the bulkhead 8.

In the upper corners of the seating arrangement 1, each seat 16, 18comprises a respective bulkhead actuator 148 that is operable to lockthe bulkhead 8 in place in its default configuration when activated.This ensures that each bulkhead 8 is tightly retained when the seatingarrangement 1 is in the default configuration, providing securebulkheads 8 between the passenger compartment 2 and the loadspace 4 anda secure foundation for movement of the squabs 24, as well as minimisingvibration, and in turn noise, arising from the bulkheads 8.

Deployment of the ski-hatch 29 is somewhat simpler than for othercomponents of the seating arrangement 1, as the ski-hatch 29 is smalland lightweight in comparison to the squabs and calf rests, for example.Accordingly, the ski-hatch 29 is not moved by electric motors directly,but instead is spring-loaded and held in its closed, uprightconfiguration by a ski-hatch actuator 150. The ski-hatch actuator 150 iscontrolled by a ski-hatch motor 152 that applies tension to a wire 154to move the ski-hatch actuator 150 to its open configuration. Theski-hatch actuator 150 returns to a closed state under spring-loadingwhen the ski-hatch motor 152 releases tension from the wire 154.

Moving the ski-hatch actuator 150 to the open state releases theski-hatch 29, which causes the ski-hatch 29 to pivot and deploy forwardunder its spring-loading into its open configuration. Once the ski-hatch29 is deployed, the ski-hatch motor 152 releases tension from the wire154 to return the ski-hatch actuator 150 to the closed state, so that itis ready to latch the ski-hatch 29 when it is subsequently stowedmanually.

It is noted that the armrest 30 is omitted from FIG. 19; however thearmrest motor 117 that drives pivoting movement of the armrest 30 isschematically illustrated in FIG. 9.

FIG. 20 illustrates schematically and in simplified form an example ofthe control system 3 for controlling operation of the set of motorsshown in FIG. 19, and in turn movement of components of the seatingarrangement 1.

In the illustrated example, the control system 3 comprises four controlmodules that are interconnected through a communications bus such as aconventional vehicle CAN bus that defines a vehicle network 156.

Also residing on the network 156 is an input module 158 that enables auser to input control requests, for example in the form of a screen ofan infotainment system. The input module 158 may communicate with thevehicle network 156 through a gateway 160, as is conventional. The inputmodule 158 may be operable by, for example, the driver of the vehicle 6,for example a chauffeur, such that the driver may reconfigure any seatwithin the vehicle 6 from the driver seat.

In the illustrated example, each control module is associated with, andmay be physically located within, a respective seat of the vehicle 6.The four control modules in the illustrated example comprise: a driverseat module (DSM) 162 associated with the driver's seat; a passengerseat module (PSM) 164 associated with the front passenger seat 82; arear left seat module (RLSM) 166 associated with the first seat 16; anda rear right seat module (RRSM) 168 associated with the second seat 18.

Each control module 162, 164, 166, 168 is in communication with arespective local switch pack 170, again through the vehicle network 156.Each switch pack 170 comprises a set of switches, for example installedin a door nearest to the respective seat, which enables an occupant ofthe seat to input control requests to operate the relevant motors of theseating arrangement and thereby move the seat as desired.

Each of the control modules 162, 164, 166, 168 has responsibility formovements of its respective seat in response to request signals receivedthrough the vehicle network 156. Each request signal received may begenerated either by user interaction with the input module 158 or with aswitch pack 170, or by one of the other control modules. For example,the PSM 164 may receive a request to fold forwards from the RRSM 168during a reclining operation.

Each control module also has access to signals 163 s, 165 s, 167 s, 169s, generated by sensors illustrated generally at 163, 165, 167, 169,which indicate the status of components of the vehicle 6. Such sensors163, 165, 167, 169 may be attached to or embedded within respectivecomponents of the vehicle 6, and many be arranged to generate signals163 s, 165 s, 167 s, 169 s indicative of, for example, any one or moreof: a position of the component; a load applied to the component;engagement of the component with another component of the seatingarrangement; and a presence of the component in the seating arrangement.For example, signals indicative of the presence of objects on thecushions 22, 28 of the first, second or central seats 16, 18, 20 may begenerated from sensors embedded within the cushions 22, 28 of the first,second or central seats 16, 18, 20 and transmitted to the controlmodules 162, 164, 166, 168 through the vehicle network 156.

The signals 163 s, 165 s, 167 s, 169 s may comprise signals indicativeof a failure of the component to operate, for example indicative of anundercurrent reading.

In addition, each control module may transmit signals indicating thestatus of components under its control to the other control modules.

Accordingly, each control module has oversight of the status of variousother vehicle components, and can take this into account whenimplementing control requests.

The control modules 162, 164, 166, 168 of the example shown in FIG. 20each operate according a respective set of algorithms defined by acomputer program product stored in a non-transitory computer-readablemedium, such as indicated generally at 171. In the illustratedembodiment, the computer-readable medium 171 is embodied as a readablememory module hosted on the vehicle network 156, which each controlmodule 162, 164, 166, 168 has access to. In other embodiments, eachcontrol module 162, 164, 166, 168 may be provided with an integratedlocal memory module on which a respective computer program product isstored to control operation of the control module 162, 164, 166, 168.

In the illustrated example, the RLSM 166 controls operation of thecushion slide motor 134, the squab motor 144, the calf rest arm motor130 and the calf rest cushion motor 132 installed in the first seat 16.Furthermore, the RLSM 166 controls the headrest tilt motor 112 embeddedwithin the squab 24 of the first seat 16, as well as the headresthorizontal motor 120 and the headrest vertical motor 118 of any headrest26 that is fitted to the squab 24 of the first seat 16.

Similarly, the RRSM 168 controls operation of the cushion slide motor134, the squab motor 144, the calf rest arm motor 130, the calf restcushion motor 132 and the headrest tilt motor 112 installed in thesecond seat 18, as well as the headrest horizontal motor 120 and theheadrest vertical motor 118 of any headrest 26 that is fitted to thesquab 24 of the second seat 18.

In addition, the RLSM 166 and the RRSM 168 may each have responsibilityfor components beyond those associated with their respective seat.

For example, the RRSM 168 may control the bulkhead motor 146 of thesecond seat 16 as well as the first and second central motors 140, 142and the armrest motor (not shown in FIG. 19), to control folding andunfolding of the major portion 17 of the seating arrangement 1. Todistribute control responsibility across the system, the RLSM 166 maycontrol operation of the bulkhead motor 146 of the bulkhead minorportion 19 a, and also the ski-hatch actuator 150 to operate theski-hatch 29.

Furthermore, the RLSM 166 and the RRSM 168 may each control operation ofthe bulkhead actuator 148 associated with the respective seat 16, 18.

The RLSM 166 and the RRSM 168 transmit status updates indicating thestatus of each motor under its control to the vehicle network 156, to beread by the other control modules.

As already noted, embodiments of the invention recognise that movementof the elements of the seating arrangement 1 must be controlledcarefully, to avoid collisions between components and to avoid trappingobjects. Various movement operations of individual components of theseating arrangement 1 are now described with reference to FIGS. 21 to31.

Before considering those operations specifically, however, it is notedthat, in general terms, embodiments of the invention avoid problemsduring movement by checking the status of other vehicle componentsbefore movement commences. This provides a sophisticated, pre-emptiveapproach to managing hazards to movement, unlike prior art arrangementsthat must rely on feedback relating to pinching or other problems aftermovement begins. The result is an intelligent control system 3 thatoptimises operation of the seating arrangement 1.

FIG. 21 shows an example of a folding process 180 for folding the secondseat 18 of the seating arrangement 1, together with its associatedportion of the bulkhead 8. FIG. 22 generally corresponds to FIG. 21, butrepresents steps of the folding process 180 in a Gantt chart toillustrate an example of possible timings of the sequence. It is notedthat FIG. 22, unlike FIG. 21, comprises steps for stowing the calf rest27 as part of the folding procedure; the process 180 shown in FIG. 21assumes that the calf rest 27 is already stowed. The followingdescription refers to the process 180 shown in FIG. 21 specifically, butthe skilled reader will readily understand the Gantt chart of FIG. 22and be able to relate it to the steps of the process 180 outlined below.

As noted above, this folding process 180 is controlled by the RRSM 168in response to a request generated by user interaction with the inputmodule 158 or with a switch pack 170, for example the switch pack 170installed in the vehicle door adjacent the second seat 18, although theprocess may be controlled from any of the switch packs 170.

In the following example, it is assumed that the seating arrangement 1begins in the default configuration with the armrest 30 deployed and thecalf rest 27 stowed.

In the illustrated example, the folding process 180 begins with the RRSM168 performing at step 182 pre-checks to determine whether any of thefollowing conditions is true:

-   -   the ski-hatch 29 is deployed, as indicated by a microswitch (not        shown) associated with the ski-hatch 29, via the RLSM 166, for        example;    -   the lid 72 of the armrest 30 is open, for example with reference        to a signal generated by a sensor 169 installed in the armrest        30;    -   the second seat 18 is occupied, for example by comparing a load        applied to the seat cushion 22 of the second seat 18, as        indicated by a sensor 169 embedded in the cushion 22, with a        threshold; or    -   the central seat 20 is occupied, for example by comparing a load        applied to the central cushion 28, as indicated by a sensor 169        embedded within the central cushion 28, with a threshold.

It will be appreciated that it would be undesirable to attempt to foldthe second seat 18 if any of these conditions are true. In particular,folding the second seat 18 if the second seat 18 or the central seat 20is occupied would cause discomfort to the occupant. Moreover, anyrequest for folding in such circumstances is likely to have beengenerated in error and so ideally should not be acted upon.

Accordingly, if any one or more of these conditions is found to be true,the RRSM 168 determines that it is not possible to fold the second seat18 and generates at step 184 an indication of this. This indication maybe signalled to the user through the input module 158, for example, oralternatively the indication may be transmitted to the driver's mobiledevice for displaying to the driver through a compatible application.The indication may not be displayed to the driver at all, and insteadused only internally within the control system 3 as a control variable.

If none of those conditions are true, the RRSM 168 then checks at step186 whether a folding operation has been requested, which involveschecking for a fold flat request on the vehicle network 156. If not, thefolding process 180 returns to the initial checking step, and continuesto iterate the first two steps of the process 180 until a foldingrequest is detected, or until one of the above conditions becomes true.

By performing the initial checks before registering a request to foldthe second seat 18, the control system 3 is ready to respond to suchrequests immediately. This principle applies to the pre-checksassociated with all of the processes shown in FIGS. 21 to 30.

Once a folding request is detected, the RRSM 168 sends at step 188 arequest to the PSM 164 to move the front passenger seat 82 to a safeposition. By moving the front passenger seat 82, a collision between theheadrest 26 of the second seat 18 and the squab 84 of the frontpassenger seat 82 as the second seat 18 folds may be avoided.

In this respect, it is noted that, as is conventional, the frontpassenger seat 82 is moveable forwards and backwards and its squab 84may tilt to afford comfort to its occupant. If positioned too farrearward and/or tilted too greatly, the front passenger seat 82 leavesinsufficient space within the passenger compartment 2 for the secondseat 18 to fold. This defines a second clash zone 98, namely an areathat no part of the front seat 82 should occupy to avoid a clash withthe second seat 18 during folding. The safe position for the frontpassenger seat 82 is defined as the most rearward position that allowssufficient room for the second seat 18 to fold, in other words the mostrearward position that is outside the second clash zone 98. In this way,inconvenience to an occupant of the front passenger seat 82 may beminimised.

After the request has been transmitted, and in some embodiments whilethe front passenger seat 82 is moving to the safe position, the RRSM 168checks at step 190 whether the cushion 22 of the second seat 18 is inthe first clash zone 96, namely a configuration in which the cushion 22will obstruct rotation of the squab 24. If so, the cushion slide motor134 is operated at step 192 to slide the cushion 22 forward using itssecond mode of movement, and the pivoting member 92 is controlled tomove the squab 24 backwards as required, until they reach safepositions, as described earlier with reference to FIG. 7 c.

As illustrated in the Gantt chart of FIG. 22, the RRSM 168 may also bearranged to check that the calf rest 27 and the headrest 26 are in theirrespective stowed and folded configurations, and if not to operate thecalf rest arm motor 130 and calf rest cushion motor 132 to move the calfrest 27 into its stowed position (for example as described above withreference to FIG. 15) and/or to operate the headrest tilt motor 112, theheadrest horizontal motor 120 and the headrest vertical motor 118 tomove the headrest 26 into its folded configuration.

Referring back to FIG. 21, if the cushion 22 of the second seat 18 isnot in the first clash zone 96, or once the cushion 22 and squab 24 havebeen moved to safe positions, the RRSM 168 then operates at step 194 thearmrest motor 117 to stow the armrest 30. Next, the first central motor140 is controlled at step 196 to effect ‘bunny hop’ movement of thecentral cushion 28 upwardly, to draw substantially level with thecushions 22 of the first and second seats 16, 18.

The squab 24 of the second seat 18 is then reclined at step 198 toengage the bulkhead 8 behind it. As already noted, this provides aconsistent and predictable starting position for folding movement of thesquab 24 and the bulkhead 8, thereby aiding the control system 3.

Once the squab 24 engages the bulkhead 8, the associated bulkheadactuator 148 is released at step 200. The RRSM 168 then checks at step202 whether the squab 24 and cushion 22 of the second seat 18 havereached safe positions and, if not, the RRSM 168 waits until thiscondition is satisfied. Once the safe positions are reached, the RRSM168 operates at step 204 the squab motor 144 and the bulkhead motor 146to fold the bulkhead 8 and squab 24, in other words, to move thebulkhead 8 and squab 24 into the folded configuration, as shown in FIGS.7a to 7 e.

During folding movement, the RRSM 168 continuously checks at step 206for signals indicating any of the following conditions:

-   -   that folding movement has been cancelled by the user, either        through the input module 158 or the relevant switch pack 170;    -   a pinch condition has been detected, for example as indicated by        a surge in electrical current drawn by either the squab motor        144 or the bulkhead motor 146;    -   the second seat 18 being occupied, for example as indicated by a        sensor embedded in the cushion 22;    -   engagement of the seat belt system of the second seat 18; or    -   occupation of the central seat 20.

If signals indicating that any of these conditions are detected, theRRSM 168 stops at step 208 folding movement and generates an indicationthat folding has been cancelled. This indication is passed to thecontrol system 3, and is communicated to the user through the inputmodule 158 or the driver's mobile device as for an indication arisingfrom the pre-checks.

The RRSM 168 may then reverse the folding movement to return thebulkhead 8 and squab 24 to their original positions, or may wait for asignal indicating whether to continue or to return the bulkhead 8 andsquab 24 to their original positions. Otherwise, the RRSM 168 checks atstep 210 whether folding movement has completed based on the indicatedpositions of the squab motor 144 and bulkhead motor 146. If folding hasnot completed, the RRSM 168 reiterates the check for any of the aboveconditions that trigger cancellation of folding.

If folding is complete, the RRSM 168 ceases operation of the squab motor144 and the bulkhead motor 146 at step 212, and indicates that thesecond seat 18 is folded, for example through the infotainment system.The process 180 then ends.

The above procedure assumes that the armrest 30 is deployed when thefolding operation is requested, noting that the armrest 30 is deployedby default. Of course, if the armrest 30 is stowed when folding isrequested, the steps associated with stowing the armrest 30 may bedispensed with. Alternatively, a request to stow the armrest 30 maystill be issued, but will have no effect as the armrest 30 is alreadystowed.

It is also noted that the reason for ensuring that the armrest 30 isstowed before folding the second seat 18 is that in this embodiment thearmrest 30 and the second seat 18 are mechanically linked such thatmovement of the armrest 30 is controlled relative to the position of thesecond seat 18. An alternative way to deal with this configuration is todrive the armrest 30 upwardly simultaneously with folding the secondseat 18, such that the armrest 30 remains stationary relative to theseat cushion 22.

In other embodiments there may be no such requirement to control theposition of the armrest 30 relative to the second seat 18, in which casethe second seat 18 may be folded while the armrest 30 is deployed, andin turn the steps of checking and controlling the position of thearmrest 30 may be omitted from the folding sequence.

FIG. 23 shows a ‘one touch recline’ process 220, in which the secondseat 18 and the front seat 82 are moved from their defaultconfigurations into the configurations shown in FIG. 12 in a singleoperation that may be activated by a dedicated switch in a switch pack170 associated with the second seat 18. Alternatively, the reclineprocess 220 may be requested through another interface such as the inputmodule 158 or a mobile device application.

FIG. 24 is a Gantt chart showing steps of the recline process 220 ofFIG. 23 to illustrate possible timings of the sequence. The followingdescription refers to the process 220 shown in FIG. 21 specifically, butthe skilled reader will readily understand the Gantt chart of FIG. 22and be able to relate it to the steps of the process 220 outlined below.

As the recline process 220 involves both the second seat 18 and thefront seat 82, both the RRSM 168 and the PSM 164 have roles inimplementing the process 220. The RRSM 168 has overall control of theprocess 220, but sends requests to the PSM 164 when movements of thefront seat 82 are required.

The recline process 220 begins with the RRSM 168 checking at step 222for a request for reclining the second seat 18. If no such request isdetected, the RRSM 168 iterates this initial step of the process untilsuch a request is received.

Once a request to recline is received, the RRSM 168 sends at step 224 arequest to the PSM 164 for confirmation as to whether the front seat 82is occupied. The PSM 164 gathers this information, for example bychecking signals received from an occupant detection system or sensors165 of the front seat 82, and transmits a response to the RRSM 168accordingly. For example, the PSM 164 may compare signals indicative ofa load applied to the cushion 86 of the front seat 82 with a thresholdload, and determine that the front seat 82 is occupied if the indicatedload exceeds the threshold load.

If the front seat 82 is not found to be occupied, for example if theindicated load on the front seat cushion 86 is below the threshold load,the RRSM 168 sends at step 226 a request to the PSM 164 to move thefront seat 82 to its stowed configuration, as shown in FIG. 12.

Otherwise, if the front seat 82 is occupied, the RRSM 168 sends at step228 a request to the PSM 164 to move the front seat 82 to a safeconfiguration. The safe configuration is one that allows more space forthe second seat 18 to recline without compromising the comfort of theoccupant of the front seat 82. For example, the safe configuration mayentail ensuring that the squab 84 of the front seat 82 is generallyupright, and that the front seat 82 is moved fore to some extent. Theprecise nature of the safe configuration will be customisable accordingto the constraints of each vehicle model and taking into account theoutcomes of human factor studies.

Once the front seat 82 is in either its safe configuration or its stowedconfiguration, the RRSM 168 begins to reconfigure the second seat 18into the configuration shown in FIG. 12 at step 230 by operating thecushion slide motor 134 to slide the cushion 22 forward, the squab motor144 to tilt the squab 24 rearward, and the calf rest arm motor 130 totilt the calf rest 27 upwardly. FIG. 24 shows the precise timing ofthese actions; specifically, the cushion 22 and the squab 24 movesimultaneously, whereas the tilting of the calf rest 27 is initiatedafter movement of the cushion 22 and the squab 24 completes.

As illustrated in FIG. 24, and as described above with reference to FIG.14, prior to operating the calf rest arm motor 130 to tilt the calf rest27, the RRSM 168 may operate the calf rest cushion motor 132 to move thecalf rest cushion 80 downwardly on the calf rest arms 78 into a firstposition to avoid a clash between the calf rest 27 and the seat cushion22 when the calf rest 27 is tilted upwards.

While tilting of the calf rest 27 is underway, the RRSM 168 continuouslychecks the angle at which the calf rest 27 is oriented, as indicated bya sensor 169 associated with the calf rest arm motor 130. The presentcalf rest angle is compared at step 232 with a threshold that generallycorresponds to an angle at which the calf rest 27 may safely extendwithout risk of impacting the floor of the vehicle 6 or a component ofthe front seat 82. This threshold may be expressed as an angle, forexample, or as a proportion of the total range of pivoting movement ofwhich the calf rest 27 is capable.

In this example, the threshold is 80% of the range of movement, meaningthat the calf rest 27 must have pivoted 80% of the way towards itsmaximum inclination from its stowed configuration. This value isselected as it both avoids a collision of the calf rest 27 with thefloor or the front seat 82 when the calf rest 27 is subsequentlyextended, and is optimised for the comfort of an occupant of the secondseat 18.

If the calf rest inclination is below the threshold, the RRSM 168continues to drive the calf rest arm motor 130 to tilt the calf rest 27upwardly until the threshold is reached. Once the threshold is reached,the RRSM 168 ceases operation of the calf rest arm motor 130 andcommences extension of the calf rest 27 by driving the calf rest cushionmotor 132 at step 234.

While any of the above movements are underway, comprising tilting andextension of the calf rest 27, the RRSM 168 monitors at step 236 for anindication of a pinch condition, for example as indicated by increasedpower consumption by the calf rest arm motor 130 or calf rest cushionmotor 132. If a pinch condition is detected, the RRSM 168 ceasesmovement of the calf rest 27 and ‘bounces back’ to withdraw the calfrest 27 from the cause of the pinch condition at step 238. The reclineprocess 220 then ends.

If no pinch condition is detected, the RRSM 168 checks at step 240whether the recline process 220 has been cancelled, for example by theuser releasing the appropriate button in the switch pack 170. If so, theRRSM 168 sends a request to the PSM 164 to cease movement of the frontseat 82 at step 242, then ceases movement of any components of thesecond seat 18 that are underway at step 244, and the recline process220 then ends.

If the recline process 220 continues to be requested, the RRSM 168interrogates the PSM 164 at step 246 to check whether any switchesassociated with the front seat 82 have been pressed. If the PSM 164indicates that any such switches have been pressed, any movements thatare underway are stopped at step 244, since the pressing of the switchmay indicate that an occupant of the front seat 82 wishes to reject therecline operation. As the recline process 220 impacts an occupant of thefront seat 82, this step of the process 220 beneficially gives such anoccupant a degree of control over the operation.

If none of the front seat switches have been pressed, the RRSM 168checks at step 248 whether a position defining a motor comfort positionhas been reached for each of the motors involved in the process. Thecomfort position for each motor is predetermined and defined as aposition that corresponds to the respective component of the second seat18 being in the correct position for the reclined configuration shown inFIG. 12.

The position of each motor may be indicated by sensors associated withthe respective motors. For example, any of the motors may be a steppermotor comprising an encoder that provides a real-time indication of theposition of the respective motor. Indeed, it should be noted that any ofthe motors of the set of motors that controls the seating arrangement 1may be stepper motors with associated encoders to provide real-timeindications of the positions of their respective motors.

If any motor is found to have reached its comfort position, the RRSM 168ceases movement of the respective component at step 244. Once all motorsinvolved in the recline process 220 reach their respective comfortpositions, the process 220 ends.

Until then, these checks reiterate until a pinch condition is detected,the recline process is cancelled, a front seat switch is pressed or allof the motors reach their respective comfort positions. It is noted thatone of these conditions will eventually be met.

It will be appreciated that although only one set of the checks thatoccur during movement is shown in FIG. 23, these checks are performedduring each stage of movement as appropriate.

FIGS. 25 and 26 relate to procedures for deploying and stowing thearmrest 30. As already noted, these processes are controlled by the RRSM168.

In the following examples, it is assumed that the seating arrangement 1begins in the default configuration with the armrest 30 stowed ordeployed as appropriate.

Beginning with FIG. 25, a process 250 for deploying the armrest 30 isshown. The armrest deployment process 250 starts with checking at step252 whether the central seat 20 is occupied and checking at step 254whether the seat belt of the central seat 20 is engaged. As alreadydescribed, this involves reading signals from the vehicle network 156that are indicative of these conditions, such signals originating from,for example, one or more sensors 169 such as an embedded cushion sensorand a seat belt sensor respectively.

If either of these conditions is found to be true, deployment of thearmrest 30 is disabled at step 256 by updating an associated variable inmemory within the control system 3, and the process 250 ends. Oncedisabled, deployment cannot be request by a user through the inputmodule 158, a switch pack 170 or through an app on a mobile device. Therelevant switch or button in each of these interfaces may be disabled ina manner that indicates to the user that deployment is not available.

Otherwise, the RRSM 168 checks at step 258 for a request for deploymentof the armrest 30. If no such request is detected, the process 250returns to the beginning to reiterate the initial checks.

If a request is detected, the RRSM 168 controls the armrest motor atstep 260 to commence downward pivoting movement of the armrest 30towards the deployed configuration. Simultaneously, the RRSM 168controls the second central motor 142 to ‘dip-down’ the central cushion28, to create a recess between the cushions 22 of the first and secondseats 16, 18 to receive the armrest 30.

During this movement, the RRSM 168 checks at steps 262, 264 and 266 forsignals indicative of any of the following conditions:

-   -   pressing of a fold/unfold switch in one of the switch packs 170        or in the input module 158; a pinch condition;    -   engagement of the seat belt of the central seat 20; or    -   occupancy of the second seat 18.

If any one or more of these conditions is found to be true, the RRSM 168updates the control system 3 to cancel deployment at step 268 and stopsmovement of the armrest 30 at step 270, before ending the process 250.

If none of the conditions is satisfied, the RRSM 168 then checks thestatus of the armrest motor and second central motor 142 to determine atstep 272 whether the armrest 30 is fully deployed and the centralcushion 28 fully dipped. If not, the RRSM 168 performs the checks forthe above listed conditions that dictate ceasing of deployment, whiledeployment continues.

If the armrest 30 and central cushion 28 are found to be in theirrespective final positions, the RRSM 168 ceases operation of the armrestmotor and second central motor 142 to stop movement of the armrest 30and central cushion 28. The armrest deployment process 250 then ends.

Moving on to FIG. 26, a stowing operation 280 for stowing the armrest 30is shown. The operation 280 begins with checking at step 282 whether thelid 72 of the armrest 30 is in its open configuration. If the lid 72 isopen, attempting to stow the armrest 30 risks damage to the armrest 30and the bulkhead 8 behind it. Accordingly, if the lid 72 is found to beopen, the RRSM 168 disables stowing at step 284 by updating the relevantvariable of the control system 3, and ends the stowing operation 280. Asfor the armrest deployment feature, if armrest stowing is inhibited anyassociated switches that could trigger stowing may be disabled, forexample in a manner that is clear to a user.

Otherwise, if the lid 72 is in its closed configuration, the RRSM 168then checks at step 286 whether the ski-hatch 29 is deployed. Thearmrest 30 would collide with the ski-hatch 29 if stowed while theski-hatch 29 is in its open configuration, and so stowing is disabled atstep 288 and the stowing operation 280 ends if the ski-hatch 29 is foundto be deployed.

If the ski-hatch 29 is not deployed, the RRSM 168 then checks at step290 for a request to stow the armrest 30. If no such request isdetected, the stowing operation 280 returns to the beginning tore-iterate the checks of the status of the lid 72 and the ski-hatch 29.

If a request is detected, the operation moves on to determine at step292 whether the retractable cover 75 is in its open configuration. Ifso, the RRSM 168 acts to close the retractable cover 75 at step 294.

The retractable cover 75 may be equipped with sensors that indicateobstruction to its closing, which indicates the presence of a cup in acup holder 74. If such an obstruction is detected at step 296,indicating that an object is present in a cup holder 74, the RRSM 168halts movement of the retractable cover 75 at step 298, returns theretractable cover 75 to its original position at step 300, and then thestowing operation 280 ends. In this respect, it is noted that it isundesirable to stow the armrest 30 if a cup is present in one of the cupholders 74, particularly if that cup contains a hot beverage.

If no object is detected in the cup holder 74, or if the cup holder 74was not originally open, the RRSM 168 then proceeds to operate thearmrest motor 117 to effect pivoting movement of the armrest 30 at step302 towards the stowed configuration. Once the armrest 30 has begun tomove upwards, the first central motor 140 is operated at step 304 tomove the central cushion 28 upwardly to draw level with the cushions 22of the first and second seats 16, 18.

The RRSM 168 checks for signals on the vehicle network 156 indicative ofpressing of an armrest fold/unfold switch or a cancel switch, and of anoccurrence of a pinch condition. If any such signals are detected atstep 306, the RRSM 168 updates at step 308 a relevant variable withinthe control system 3 to indicate that stowing has been cancelled, andstops movement of the armrest 30 and the central cushion 28 at step 310.The RRSM 168 may then return the armrest 30 to its original position andthe stowing operation 280 then ends.

If no signals that would trigger cancellation of stowing movement aredetected, the RRSM 168 then checks at step 312 whether the armrest 30 isin the stowed configuration and the central cushion 28 is raised byreading the status of the armrest motor. If so, the RRSM 168 then stopsfurther movement of the armrest 30, and the stowing operation 280 ends.If the armrest 30 is found not to be in the stowed configuration, theoperation reiterates the steps of checking for signals that would cancelstowing and checking whether stowing is complete until the operation 280either completes or is cancelled.

FIG. 27 represents a ski-hatch deployment process 320 in which theski-hatch 29 is moved from its closed configuration to its openconfiguration. As noted above, the RLSM 166 controls operation of theski-hatch 29, and thus has responsibility for performing the ski-hatchdeployment process 320.

In the following example, it is assumed that the seating arrangement 1begins in the default configuration.

The ski-hatch deployment process 320 begins with checking at step 322whether a ski-hatch switch has been pressed, or if ski-hatch deploymenthas been requested through the input module 158 or a switch pack 170.The ski-hatch switch may be located in any one of a switch pack 170, theinput module 158 or an application on a mobile device for example. If nodeployment request is present on the vehicle network 156, the process320 returns to the beginning and re-iterates the check for a deploymentrequest.

It is noted that the check for a request to initiate the ski-hatchdeployment process occurs before the pre-checks to determine whether anyconditions that would inhibit the process are true, unlike the processesdescribed thus far in which the pre-checks are performed first. Inpractice, the ordering of the steps of the pre-checks and the detectionof a request to initiate a process may vary for each process, and theordering for each process herein described and as illustrated in thefigures may vary.

If a deployment request is detected, the RLSM 166 then performs at step324 pre-checks to determine whether any of the following conditions aretrue:

-   -   the central seat 20 is occupied, as indicated by a central        cushion sensor 167, for example;    -   the central seat belt is engaged, for example as indicated by a        seat belt sensor 167; and    -   the lid 72 of the armrest 30 is open.

It will be appreciated that it would be undesirable to deploy theski-hatch 29 if any of these conditions is true, in particular if thereare any indications that a passenger is sitting in the central seat 20,in which case deployment of the ski-hatch 29 would cause discomfort tothe passenger.

Accordingly, if any one or more of the above conditions is found to betrue, the RLSM 166 updates variables within the control system 3 todisable ski-hatch deployment at step 326, and the process 320 then ends.Any relevant switches or interfaces that would enable a user to triggerski-hatch deployment may also be disabled.

Otherwise, if the pre-checks are satisfied, in that none of theconditions that would trigger cancellation of the deployment process aretrue, the RLSM 166 indicates at step 328 to both the control system 3and the user through an interface such as the input module 158 that theski-hatch 29 can be deployed.

It is noted that the ski-hatch 29 cannot be deployed if the armrest 30is in its stowed configuration. However, as the control system 3 has theability to deploy the armrest 30, instead of checking whether thearmrest 30 is stowed, for the illustrated embodiment the RLSM 166transmits at step 330 a request to the RRSM 168 to deploy the armrest30. In response, the RRSM 168 either indicates that the armrest 30 is inthe deployed configuration, or performs the armrest deployment processof FIG. 25 at step 332 and then indicates that the armrest 30 is in thedeployed configuration once folding completes. The RLSM 166 may requeststatus updates from the RRSM 168 regarding the position of the armrest30, to determine when the armrest 30 is deployed at step 334.Alternatively, the RLSM 166 may simply wait until a notification isreceived from the RRSM 168 that the armrest 30 has been deployed at step334.

Once the armrest 30 is indicated as being deployed, the RLSM 166 thenoperates at step 336 the ski-hatch motor 152 to drive the ski-hatchactuator 150 to its open state to release the ski-hatch 29 to allowdeployment. The RLSM 166 checks at step 338 whether the ski-hatch 29 hasbeen successfully released, for example by checking the state of amicroswitch (not shown) associated with the ski-hatch 29, and continuesto operate the ski-hatch motor 152 until release is confirmed.

After the ski-hatch 29 is confirmed as released, the RLSM 166 waits atstep 340 for a pre-determined configuration period to elapse to allowtime for the ski-hatch 29 to deploy under spring loading, and thenreleases at step 342 tension from the wire 154 to allow the ski-hatchactuator 150 to revert to its closed state under spring loading. TheRLSM 166 then indicates at step 344 that the ski-hatch 29 has beendeployed by updating a relevant variable within the control system 3,and the ski-hatch deployment process 320 then ends.

FIG. 28 shows a calf rest deployment process 350 in which a calf rest 27is moved through the stages shown in FIG. 14 from the stowedconfiguration to the deployed and extended configuration. The process350 is described here as applied to the calf rest 27 of the second seat18, and therefore is controlled by the RRSM 168. It will be appreciatedthat the RLSM 166 may implement a similar process for deploying the calfrest 27 of the first seat 16, although the deployment process may beadjusted when applied to the calf rest 27 of the first seat 16 toaccount for its position behind the driver's seat.

The calf rest deployment process 350 may be triggered by the user bypressing a particular button in a switch pack 170, or through anotherinterface such as the input module 158 or a mobile device application.Accordingly, the process 350 begins by checking at step 352 whether calfrest deployment has been requested. If not, the process 350 returns tothe start and reiterates the check for such a request continuously.

Once a request for deployment has been received, in this embodiment theRRSM 168 then controls the calf rest cushion motor 132 to extend thecalf rest 27 at step 354 to move the calf rest cushion 80 downwardlyinto the first position shown in FIG. 14. As noted previously withreference to FIG. 14, this stage of movement enables subsequent pivotingof the calf rest 27 without impacting the seat cushion 22 of the secondseat 18.

The RRSM 168 then checks at step 356 whether the front passenger seat 82is occupied, as indicated by an occupant detection system comprising oneor more of the sensors 169, for example. If not, the RRSM 168 sends atstep 358 a request to the PSM 164 to move the front passenger seat 82into its stowed configuration as shown in FIG. 12. As already noted, thestowed configuration corresponds to a configuration in which the frontseat 82 is folded and displaced forward, and so can only be selected ifthe front seat 82 is not occupied. Moving the front seat 82 into thestowed configuration maximises the space available for deployment of thecalf rest 27 behind it.

Once the front seat 82 is in the stowed configuration, the RRSM 168controls the calf rest arm motor 130 to tilt the calf rest 27 upwardlyinto the second position at step 360. The RRSM 168 then further extendsthe calf rest 27 at step 362 into the third configuration, or example inwhich the calf rest 27 is fully extended, and then tilts the calf rest27 further at step 364 until it reaches its deployed configuration.

Referring back to step 356, if the front passenger seat 82 is found tobe occupied, in this embodiment the front seat 82 is not moved. Instead,deployment of the calf rest 27 is modified accordingly. In thissituation, the calf rest 27 is first tilted to a safe inclination atstep 366, and then extended to a safe extension at step 368. The safeinclination and the safe extension are arranged to avoid a collisionbetween the calf rest cushion 80 and the front seat 82 even if the frontseat 82 is in a rearward, reclined configuration.

While any of the above tilting or extending movements are underway, theRRSM 168 monitors for an indication of a pinch condition at step 370,for example as indicated by increased power consumption by the calf restarm motor 130 or calf rest cushion motor 132. If a pinch condition isdetected, the RRSM 168 ceases movement of the calf rest 27 at step 372and ‘bounces back’ to withdraw the calf rest 27 from the cause of thepinch condition. The calf rest deployment process 350 then ends.

If no pinch condition is detected, the RRSM 168 checks at step 374whether a position defining a soft stop has been reached, as indicatedby sensors 169 associated with the calf rest arm motor 130 and the calfrest cushion motor 132. For example, as noted above the calf rest armmotor 130 and the calf rest cushion motor 132 may be stepper motorscomprising encoders that provide an indication of the position of therespective motor at any time.

If the soft stop is found to have been reached, the RRSM 168 ceasesmovement of the calf rest 27 at step 376, and the process 350 ends.Otherwise, if the calf rest 27 has not reached the soft stop, the RRSM168 checks at step 378 whether deployment has been cancelled, forexample by the user releasing the appropriate button in the switch pack170. If so, the RRSM 168 ceases movement of the calf rest 27, and thecalf rest deployment process 350 ends.

If deployment has not been cancelled, these checks reiterate until apinch condition is detected, the calf rest 27 reaches the soft stop, ordeployment is cancelled, noting that one of these conditions willeventually be met. It will be appreciated that although only one set ofthe checks that occur during movement is shown in FIG. 28, these checksare performed during each stage of movement as appropriate.

In summary, the RRSM 168 controls deployment of the calf rest 27 toaccount for surrounding components of the vehicle 6 at each stage, toavoid any collisions. Accordingly, the RRSM 168 may monitor signalsindicative of an angle of the calf rest 27 relative to the second seat18 and/or relative to its stowed or deployed configurations, and use theindicated angle of the calf rest 27 to determine an extension limit forthe calf rest 27 in all situations. The RRSM 168 may only extend thecalf rest 27 within the calculated extension limit.

It should be appreciated that, in practice, the indicated angle for thecalf rest 27 may not be provided with respect to the seat 18, and may bemonitored relative to another vehicle component or with respect to therange of movement of the calf rest 27 itself. For example, a signalreceived from an encoder of a stepper motor acting as the calf rest armmotor 130 may simply indicate the position of the motor 130 with respectto its overall range of movement. Such signals are nonethelessindicative of the angle of the calf rest 27 relative to the second seat18, since they can be converted directly into an angle relative to theseat 18 based on the known geometric relationship between the seat 18and the calf rest arm motor 130 or other component in question.

The extension limit may be dynamically adjusted for the presentorientation of the calf rest 27, taking into account the positions ofthe vehicle floor and the front seat 82, to ensure that the calf rest 27does not impact any other component during deployment movement.Alternatively, the extension limit may be adjusted in steps with respectto threshold calf rest angles. For example, the extension limit may beadjusted in dependence on whether the indicated angle of the calf restequals or has passed the threshold angle, that threshold angle beingmeasured relative to the same reference point as the calf rest angle,for example the seat 18 or the stowed configuration. In this situation,the calf rest 27 may be extended up to a first extension if the calfrest angle is below the threshold angle, and up to a second extension ifthe calf rest angle equals or exceeds the threshold angle, for example.

The positions of the vehicle floor and the front seat 82 may bedetermined, in part, with reference to a vehicle type identifier that isindicative of a type or model of the vehicle 6. For example, the vehicletype identifier may indicate a wheelbase of the vehicle 6, which in turnprovides information regarding internal dimensions and the positioningof components within the vehicle 6.

The skilled reader will appreciate that to control movement of the calfrest 27 effectively, an extension limit must be known in some form atall times. However, it is noted that determining the extension limit maybe an inherent element of the deployment process, and not necessarily anexplicit step. This applies to any operation involving extension of thecalf rest 27, including the recline process of FIG. 23 and an extensionprocess about to be described below with reference to FIG. 29.

As well as being able to deploy fully in one discrete process asdescribed above, it is also possible for the user to control tilting andextension movements of the calf rest 27 individually using dedicatedbuttons in the associated switch pack 170, or through another interfacesuch as the input module 158 or a mobile device application. FIG. 29shows a calf rest extension process 380 by which the RRSM 168 controlsextension of the calf rest 27 of the second seat 18 in response to auser request.

Similarly to the process of FIG. 28, the extension process 380 of FIG.29 begins by checking at step 382 whether calf rest extension has beenrequested through one of the possible interfaces such as those mentionedabove, and reiterates this check continuously until a request isreceived.

Once a request for extension has been received, in this embodiment theRRSM 168 then checks the angle at which the calf rest 27 is presentlyoriented, as indicated by a sensor associated with the calf rest armmotor 130. The present calf rest angle is compared at step 384 with athreshold that generally corresponds to an angle at which the calf rest27 can safely extend without risk of impacting the floor of the vehicle6 or another vehicle component. As for the threshold of the reclineprocess 220, this threshold may be expressed as an angle, for example,or as a proportion of the total range of pivoting movement of which thecalf rest 27 is capable. As in the recline process 220, in this examplethe threshold is 80% of the range of movement.

If the calf rest inclination is below the threshold, the RRSM 168 thendrives the calf rest arm motor 130 at step 386 to tilt the calf rest 27upwardly until the threshold is reached.

Once the calf rest 27 has been confirmed as being oriented at or abovethe threshold inclination, the RRSM 168 then checks at step 388 whetherthe front passenger seat 82 is occupied, as indicated by an occupantdetection system, for example. If not, as for the above deploymentprocess the RRSM 168 sends at step 390 a request to the PSM 164 to movethe front passenger seat 82 into the stowed configuration.

Once the front seat 82 is in the stowed configuration, the RRSM 168 thencontrols the calf rest cushion motor 132 to extend the calf rest 27 atstep 392 for as long as the user continues to request extension, untilthe calf rest cushion 80 reaches a hard end that defines its limit ofmovement.

If the front passenger seat 82 is found to be occupied, as for the abovedeployment process, extension of the calf rest 27 is modifiedaccordingly. Specifically, instead of extending to the hard end, theRRSM 168 extends at step 394 the calf rest 27 in accordance with theuser request until the predefined safe extension referred to above isreached, at which point the calf rest 27 is extended no further.

While the calf rest 27 is tilting to the threshold angle or extending inaccordance with the user request to the hard end or the safe extension,the RRSM 168 monitors at step 396 for an indication of a pinchcondition, for example as indicated by increased power consumption bythe calf rest arm motor 130 or calf rest cushion motor 132. If a pinchcondition is detected, the RRSM 168 ceases movement of the calf rest 27at step 398 and bounces back to withdraw the calf rest 27 from the causeof the pinch condition. The extension process 380 then ends.

If no pinch condition is detected, the RRSM 168 checks at step 400whether the hard end or soft stop has been reached as appropriate, asindicated by sensors associated with the calf rest cushion motor 132. Ifso, the RRSM 168 ceases movement of the calf rest 27 at step 402, andthe extension process 380 ends.

If the calf rest 27 has not reached the soft stop, the RRSM 168 checksat step 404 whether extension has been cancelled, for example by theuser releasing the relevant button in the switch pack 170. If so, theRRSM 168 ceases movement of the calf rest 27, and the process 380 ends.Otherwise, the RRSM 168 continues extending the calf rest 27 andreiterates the checks until a pinch condition is detected, the calf rest27 reaches the hard end, or extension is cancelled.

As for the process of FIG. 28, only one set of the checks that occurduring movement is shown in FIG. 29 for simplicity, but these checks areperformed during each stage of movement as appropriate.

FIG. 30 shows a headrest tilt process 410 for controlling tiltingmovement of the headrest 26 to ensure that the headrest tilt motor 112is not driven if the headrest 26 is absent. As noted previously, drivingthe headrest tilt motor 112 when the headrest 26 is not present mayprevent reinsertion of the headrest rods 108 into a squab 24, and istherefore undesirable. Accordingly, the method illustrated in FIG. 30determines if the headrest 26 is attached to the squab 24 prior tooperating a tilt motor 112 to commence tilting movement of the headrest26 by checking for the presence of at least one electrical componentthat is located within the headrest 26.

In this example, the headrest 26 is fitted to the first seat 16, and sothe tilt process 410 is conducted by the RLSM 166. Equally, the process410 could be performed by the RRSM 168 for a headrest 26 fitted to thesecond seat 18.

The headrest tilt process 410 begins with the RLSM 166 checking at step412 whether a headrest unfold movement has been requested. Such arequest may arise due to user interaction with an interface such as aswitch pack 170, the input module 158 or a mobile device application.Alternatively, an unfold request may be generated as part of anotheroperation, for example folding of a front seat 82 during a one touchrecline process.

In some embodiments, the headrest 26 may only be removed when it is inits folded configuration. Hence, a problem can only arise if theheadrest tilt motor 112 is driven from a position corresponding to thefolded configuration to one corresponding to the unfolded or uprightconfiguration, which in turn will only occur in response to an unfoldrequest. Accordingly, the RLSM 166 may only check for the presence ofthe headrest 26 on receiving an unfold request, and not on receiving afold request.

Accordingly, if an unfold movement is not requested, the tilting process410 then ends. The RLSM 166 then returns to the start to reiterate theprocess 410 continuously.

However, if an unfold movement is requested, the headrest tilt process410 then commences a plausibility check in which the RLSM 166 attemptsto drive each of the internal motors 118, 120 of the headrest 26, anddetermines that the headrest 26 is absent if neither the headrestvertical motor 118 nor the headrest horizontal motor 120 responds.

Specifically, the RLSM 166 first attempts to drive the headrest verticalmotor 118 at step 414 to move the headrest 26 downwardly on the headrestrods 108 by applying an electrical voltage to a contact of theelectrical terminal within the sleeve 110 of the squab 24 correspondingto the headrest vertical motor 118. The RLSM 166 compares at step 416the electrical current drawn at said contact for the headrest verticalmotor 118 while the voltage is applied with a threshold value. In thisembodiment, the RLSM 166 takes ten samples over a period of around 500milliseconds, each sample involving applying a voltage for a period often milliseconds and measuring the current draw. An average current drawover the ten samples is then determined.

An average current draw below the threshold indicates an undercurrentscenario, in that the current is less than would be expected if themotor were consuming electrical power. An undercurrent situation istypically indicative of a failed connection, for example because themotor is not connected to the circuit because the headrest 26 is absent.

If the current drawn exceeds the threshold, it is assumed that theheadrest vertical motor 118 is consuming power and must therefore bepresent. In turn, the headrest 26 must be present. Accordingly, in thissituation the RLSM 166 then applies at step 418 a reverse voltage to theheadrest vertical motor 118 to return the headrest 26 to its originalposition, noting that the headrest 26 will have been moved downwardly onthe headrest rods 108 during the period in which the test voltage wasapplied. Then, as the headrest 26 has been found to be present, the RLSM166 drives the headrest tilt motor 112 to unfold the headrest 26 at step420 in response to the request, and then the tilting process 410 ends.

Alternatively, if an undercurrent is detected, the RLSM 166 thenperforms a similar test with the headrest horizontal motor 120, in thatthe RLSM 166 attempts at step 422 to move the headrest 26 fore byapplying an appropriate voltage to a contact of the electrical terminalwithin the sleeve 110 of the squab 24 corresponding to the headresthorizontal motor 120, and checks for an undercurrent at step 424. Asabove, if the current drawn is above the threshold, this must mean thatthe headrest 26 is present, and so the RLSM 166 moves the headrest 26aft to its original position at step 426 and then drives the headresttilt motor 112 to satisfy the unfold request, before ending the process410.

If undercurrent is detected in the headrest horizontal motor 120 as wellas in the headrest vertical motor 118, this is assumed to indicate thatneither motor 118, 120 is present and so the headrest 26 is absent.Accordingly, in this event the RLSM 166 ignores the headrest foldrequest and ends the process 410 without taking further action.

It is noted that the RLSM 166 could check just one of the motors of theheadrest 26 to try to determine whether the headrest 26 is present.However, an undercurrent in only one motor could arise for reasons otherthan that motor being absent. For example, the motor may have developeda fault, or there may be a fault in the electrical connection to themotor. However, it is highly unlikely that a fault would develop in bothmotors at the same time, and so for this reason both motors are testedand only an undercurrent in both is sufficient to ignore the headrestfold request in this embodiment.

FIG. 31 shows an example of a process 430 by which the position of thescreen 102 mounted to the squab 84 of the front seat 82 may becontrolled. As noted above, the position of the screen 102 may bealtered in accordance with the position of the squab 84 of the frontseat 82 through pivoting movement of the screen bracket 104 relative tothe squab 84 and/or of the screen 102 relative to the screen bracket104. Such movement may be driven by at least one screen motor integratedwithin the screen bracket 104 and/or the squab 84 of the front seat 82.

The screen 102, the screen bracket 104, the front seat squab 84 and thescreen motor(s) are components of the front seat 82 and so in theillustrated embodiment are under the control of the PSM 164.Accordingly, the screen adjustment process 430 of FIG. 31 may beimplemented by the PSM 164. In this way, the screen motor, the PSM 164and the screen bracket 104 represent a positioning system that isconfigured to alter the position of the screen 102.

In the example shown in FIG. 31, for simplicity only the angle of thescreen 102 relative to the squab 84 is adjusted, and the screen positionis determined based solely in dependence on the angle of the squab 84.In other embodiments, the screen position may be adjusted to account forhorizontal displacement of the front seat 82 also, and adjusting thescreen position may include horizontal and vertical displacement of thescreen 102 instead of or in addition to pivoting movement.

The screen adjustment process 430 begins with the PSM 164 receiving atstep 432 a signal indicative of the angle of the front seat squab 84.Such a signal may be received from the sensor 83 embedded within thefront seat 82, for example. Based on the indicated squab angle, the PSM164 then determines at step 434 the required screen position to maintaina desired viewing angle for an occupant of the second seat 18. Asalready discussed, the screen position may be adjusted to maintain thescreen 102 in a substantially vertical orientation, or to face thescreen 102 towards the headrest 26 of the second seat 18, for example.The screen position can also be adjusted to maintain a user-adjustableorientation.

Once the required position for the screen 102 has been determined, thePSM 164 then operates the screen motor to drive pivoting movement of thescreen 102 towards the required position at step 436.

As in other movement operations described above, the PSM 164 checks atstep 438 for a pinch condition while the screen 102 is moving, forexample as indicated by a spike in electrical power demand by the screenmotor. If a pinch condition is detected, the PSM 164 operates the screenmotor at step 440 to stop movement of the screen 102 and bounce back, toreturn the screen 102 towards its initial position and thereby releaseany object that may have become trapped between the screen 102 and thesquab 84 of the front seat 82. The screen adjustment process 430 thenends.

If no pinch condition is detected, the PSM 164 checks at step 442whether the screen 102 has reached a soft stop defining the requiredposition. If so, the PSM 164 ceases operation of the screen motor atstep 444 to stop movement of the screen 102. The process 430 then ends.

If the soft stop has not been reached, the PSM 164 reiterates the checksfor a pinch condition and reaching of the soft stop until one of thoseconditions is satisfied, at which point the process 430 ends in theappropriate manner.

Although particular embodiments of the invention have been disclosedherein in detail, this has been done by way of example and for thepurposes of illustration only. The aforementioned embodiments are notintended to be limiting with respect to the scope of the appendedclaims, which follow. It is contemplated by the inventors that varioussubstitutions, alterations, and modifications may be made to theinvention without departing from the scope of the invention as definedby the claims.

1. A method of controlling tilting movement of a headrest of a seatingarrangement of a vehicle, the method comprising: receiving a request fortilting movement of the headrest; determining if the headrest isattached to the seat by checking for the presence of at least oneelectrical component that is located within the headrest; and operatinga tilt motor to commence tilting movement of the headrest in response tothe request only if the at least one electrical component is found to bepresent.
 2. The method of claim 1, wherein checking for the presence ofthe at least one electrical component comprises applying a voltage to acontact of an electrical terminal for the at least one electricalcomponent and measuring an electrical current flow at the contact. 3.The method of claim 2, wherein the voltage corresponds to an operatingvoltage for the component.
 4. The method of claim 2, wherein thecomponent is determined to be present if the electrical current measuredat the contact exceeds a threshold.
 5. The method of claim 1, whereinthe at least one electrical component comprises a headrest motoroperable to move the headrest relative to a support element of theheadrest.
 6. The method of claim 1, wherein checking for the presence ofat least one electrical component comprises checking for the presence ofat least two headrest motors located within the headrest.
 7. The methodof claim 6, comprising commencing tilting movement of the headrest inresponse to the request only if both of the at least two headrest motorsare found to be present.
 8. The method of claim 7, wherein each headrestmotor is operable to move the headrest on a respective axis relative toa support element of the headrest.
 9. The method of claim 8, wherein oneof the motors is operable to move the headrest on a substantiallyhorizontal axis, and the other motor is operable to move the headrest ona substantially vertical axis.
 10. The method of claim 1, whereinchecking for the presence of the at least one electrical componentcomprises a plausibility check.
 11. The method of claim 1, wherein therequest for tilting movement comprises a request to unfold the headrestfrom a folded configuration to an unfolded configuration.
 12. The methodof claim 1, wherein the request for tilting movement represents a userinput.
 13. The method of claim 12, wherein the request originates fromany one of: a switch device associated with the seating arrangement; aninput module of the vehicle; and an application executing on a mobiledevice.
 14. The method of claim 1, wherein the request for tiltingmovement is generated by a vehicle controller.
 15. A controllerconfigured to control tilting movement of a headrest of a vehicleseating arrangement according to the method of claim
 1. 16. Anon-transitory computer readable medium comprising computer readablecode for controlling a computing device to perform a method according toclaim 1 to control tilting movement of a headrest of a vehicle seatingarrangement.
 17. A controller for controlling tilting movement of aheadrest of a vehicle seating arrangement, the controller comprising: aninput configured to receive a request for tilting movement of theheadrest; a processing module configured to check for the presence of atleast one electrical component within the headrest, and to generate acontrol signal for operating a tilt motor to commence tilting movementof the headrest in response to the request only if the component isfound to be present; and an output configured to issue the controlsignal.
 18. A vehicle comprising the controller of claim 17.